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CATEGORY 4
CONTINENTAL MOTORS AIRCRAFT ENGINE
SERVICE INFORMATION DIRECTIVE
COMPLIANCE WILL ENHANCE SAFETY, MAINTENANCE OR ECONOMY OF
OPERATION
SID97-3F
SUPERSEDES:
SID97-3E and SID07-3A
Technical Portions
SUBJECT:
FAA APPROVED
CONTINENTAL MOTORS, INC. (CMI) CONTINUOUS
FLOW FUEL INJECTION SYSTEMS ADJUSTMENT SPECIFICATIONS AND
INSTRUCTIONS.
PURPOSE:
Provide specifications and instructions for adjustment of CMI fuel injection systems.
COMPLIANCE:
MODELS
AFFECTED:
At Engine Installation, 100 hour/Annual Inspection, fuel system component
replacement or as required if operation is not within specifications.
All CMI continuous flow fuel injected engine models except L/TSIO-360-RB; TSIO520-L, LB, WB; GTSIO-520-F, K, N and GIO-550-A Engine Models.
Supplemental Type Certificate Holder’s FAA
approved instructions.
WARNING
Fuel System Operational Check is required after
any of the following circumstances: (1) at engine
installation, (2) during 100 hour and annual
inspections, (3) whenever a fuel system component
is replaced or adjusted, (4) when changes occur in
the operating environment.
The instructions and values provided in the
document apply to CMI fuel injected engines
that conform to the original type design. Refer to
the Supplemental Type Certificate (STC)
holder’s instructions for aircraft that have been
modified from the original type design.
I.
GENERAL INFORMATION
Fuel injection system components manufactured
by CMI are adjusted and calibrated to meet
engineering specifications. Fuel injection system
components installed on factory new and rebuilt
engines are adjusted to meet design specifications
during operation in the production engine test
facility. These tests and adjustments are carried out
in an environment of controlled fuel supply
pressures and calibrated test equipment.
When engines are installed in aircraft, they are
subjected to a different induction system, fuel
supply system and operating environment. These
differences require checking and adjusting the fuel
injection system to meet operational specifications
before flight.
Aircraft and engines that have been modified from
their original type design must have the fuel
injection system maintained in accordance with the
CAUTION: Engine performance, service life
and reliability will be compromised if the
engine's fuel injection system is neglected.
II.
ADJUSTMENT PROCEDURES
The following adjustment procedures are presented
in a sequential format that must be followed to
ensure proper fuel system adjustment. Reference
the applicable Aircraft Maintenance Manual for
detailed fuel system adjustment and maintenance
procedures.
Any fuel system that cannot be adjusted to meet
the specified values will require repair or
replacement of the affected components prior to
further engine operation.
The adjustment procedures provided in this
document also apply to engine fuel systems
equipped with CMI Position Tuned Fuel Nozzles.
Refer to Publication Number FI-2, Position Tuned
Fuel Injector Nozzle Installation and Maintenance
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Manual for more detailed
installation instructions.
information
and
CAUTION: Refer to the torque specifications,
Table 1, page 10 for specified values when
applying torque to hose end fittings.
A. TOOLS AND EQUIPMENT REQUIRED
A complete set of tools and test equipment is
essential for correct setup of CMI fuel injection
systems. Various combinations of these tools and
equipment will be used, depending on the engine
model. A proper inventory of tools and equipment
for fuel system adjustment will include the
following:
1. CMI recommends the Model 20 ATM-C Porta
Test Unit P/N 630045-20 ATM-C, or
equivalent, to ensure the fuel injection system
meets all pressure and flow specifications. The
Model 20 ATM-C Porta Test Unit is available
from the manufacturer:
APPROVED AIRCRAFT ACCESSORIES
29300 Goddard Road
Romulus, Michigan 48174
(734) 946-9000
Calibrated gauges may be used as an alternative to
the Porta-Test Unit.
1. One (1) calibrated 0-60 PSI gauge, graduated
in 1 PSI increments. This gauge will be used
for unmetered pressure measurement.
2. One (1) calibrated 0-30 PSI gauge, graduated
in .2 PSI (maximum) increments to be used for
metered
pressure
measurements
and
verification of aircraft fuel flow indications on
normally aspirated engines only.
3. One (1) calibrated differential gauge, 0-30
PSID maximum, graduated in .2 PSI
(maximum) increments, to be used for metered
pressure measurements and verification of
aircraft fuel flow gauge on turbocharged
engines only.
NOTE: Pressure gauges must be accurate
within ±1 %. Pressure gauges must be checked
for accuracy and calibrated in accordance with
the manufacturer’s instructions. Calibrated
pressure gauges may be purchased from
various suppliers such as:
Davis Instruments
4701 Mount Hope Drive
Baltimore, MD 21215
Phone:
1-410-358-3900
or 1-800-368-2516
4. Two (2) P/N MS51523-B4 swivel tee. These
fittings will be used to tee into fuel lines for
unmetered and metered pressure reference.
5. Hoses of appropriate diameters and sufficient
lengths to allow personnel and equipment to be
located away from propeller arc and blast area.
6. Common hand tools including: 7/8”, 11/16”,
9/16”, 1/2”, 3/8”, 7/16”, 11/32”, and 5/16”
wrenches. A 1/4” drive ratchet and sockets,
universal swivel, extension, and a 5/32” hex
key (Allen) wrench, common screw driver, a
calibrated torque wrench, an oil can, mirror
and flashlight. Safety equipment including
hearing and eye protection must be used.
7. Tachometer verification instrument - various
types are available. Verify aircraft tachometer
accuracy prior to fuel system adjustment.
B. PRE-SETUP PROCEDURES
WARNING
Do not smoke or expose the work area to
ignition sources while performing this
procedure. Work with clean hands, tools, and
shop towels.
1. Remove the engine cowling according to the
aircraft manufacturer's instructions.
2. Purge the fuel system according to the
following
instructions
during
engine
installation or when any fuel system
component is replaced:
(a) Utilizing the airframe boost pump, flush a
minimum of one gallon of fuel from the
fuel pump inlet hose into a clean, dry
container. Inspect the flushed fuel. If free
from contamination connect to the engine
driven fuel pump using the appropriate
maintenance instructions. If contamination
exists, correct before proceeding.
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(b) Using the airframe boost pump, flush a
minimum of one quart of fuel through the
engine driven fuel pump into a clean, dry
container while working the mixture
control through its full range of operation.
Inspect the flushed fuel. If free from
contamination, connect to the throttle and
control unit using the appropriate
maintenance instructions. If contamination
is found, correct the issue before
proceeding further.
(c) Using the airframe boost pump, flush a
minimum of one quart of fuel through the
throttle and control unit into a clean, dry
container while working the throttle
control through its full range of operation.
Inspect the flushed fuel. If free from
contamination connect to the manifold
valve using the appropriate maintenance
instructions. If contamination is found,
correct the issue before proceeding further.
(d) Using the airframe boost pump, flush a
minimum of one quart of fuel through the
fuel transducer hose into a clean dry
container. Inspect the flushed fuel. If free
from contamination, install the fuel
transducer according to the aircraft
maintenance instructions. If contamination
is found, correct the issue before
proceeding further.
(e) Using the airframe boost pump, flush each
fuel injector line into an appropriate, clean,
dry container (one per fuel line). If the
flushed fuel is free from contamination,
connect to the fuel injectors using the
appropriate maintenance instructions. If
contamination is found, correct the issue
before proceeding further.
WARNING
repaired or replaced before adjusting the fuel
system.
4. Ensure all fuel system components are of the
correct part number and are installed properly.
Correct any discrepancies noted.
5. Remove, inspect, clean and reinstall the
aircraft and engine fuel screens according to
the aircraft manufacturer's instructions.
6. Inspect the aircraft induction air filter and
alternate air system for condition, operation
and cleanliness. Repair or replace any
component that is not airworthy according to
the aircraft manufacturer's instructions.
7. Inspect the aircraft vapor return system for
proper operation according to the aircraft
manufacturer’s instructions. Correct any
discrepancies noted.
8. Ensure the fuel manifold valve vent and fuel
pump drain lines are properly installed, open
and free of obstruction. Correct any
discrepancies noted.
9. Inspect all engine control rod ends for wear,
freedom of movement, proper installation and
security
according
to
the
aircraft
manufacturer's instructions. Correct any
discrepancies noted.
10. Inspect the throttle and control assembly link
rods (where used) for correct installation,
security and wear at the attach points. Correct
any discrepancies noted.
11. Ensure all engine controls operate freely
throughout their full range of travel and are
properly adjusted according to the aircraft
manufacturer's instructions.
12. Lubricate all control rod ends and fuel system
components according to the latest revision of
CMI Service Bulletin SB95-2 and the Aircraft
Maintenance Manual.
Use of inaccurate gauges will result in incorrect
adjustment of the engine fuel system, possible
cylinder wear due to lean operation, preignition, detonation, loss of power and severe
engine damage.
3. Before making any checks or adjustments,
verify the accuracy of the aircraft tachometer,
manifold pressure gauge and fuel flow gauge.
Any gauge found to be inaccurate must be
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accessible. Some engine models have a fuel
pressure connection fitting in the fuel control
inlet screen that may be utilized for unmetered
pressure gauge attachment.
WARNING
Failure to correctly install and maintain engine
controls can result in loss of system control and
subsequent loss of engine power.
13. Locate the IDLE speed (RPM) stop screw on
the throttle body and turn it counter-clockwise
two complete turns. (REF: Figure 10 through
Figure 13) During fuel system adjustment,
IDLE RPM will be controlled manually using
the cockpit throttle control.
14. Inspect the exhaust and induction systems for
proper installation, security and leaks. Correct
any discrepancies noted.
2. For engine models with integral throttle
body/metering units (REF: Figure 10), remove
and set aside the 639494 cap fitting from the
inlet tee. This cap will be reinstalled after setup
is complete.
3. Install the MS51523-B4 swivel tee directly to
the fuel pump outlet fitting or to the fuel
control inlet fitting (REF: Figure 5 through
Figure 11), as applicable; torque the tee fitting
to the value specified in Table 1.
15. Inspect all lines, hoses and wire bundles for
chafing, loose connections, leaks and stains.
Correct any discrepancies noted.
NOTE: Some installations may require
combinations of different fittings and hoses to
facilitate installation of unmetered and metered
test equipment connections.
Turbocharged engine models incorporating a fuel
pressure regulator must have the regulator
deactivated during initial fuel system adjustment.
(REF: Figure 14) To deactivate the fuel pressure
regulator, loosen and remove the fuel line or hose
from the “center” port fitting at the pressure
regulator. Install a cap on the “center” port fitting.
Install a plug in the removed line. Torque the cap
and plug to the value specified in Table 1. Perform
a pressurized leak test on the connections prior to
proceeding with fuel system adjustments.
3. Attach the unmetered fuel supply hose to the
straight end of the tee connector and torque to
the value specified in Table 1.
C. SETUP PROCEDURES
4. Connect the Unmetered test hose from the
Porta Test Unit to the tee fitting and torque. If
using the alternative procedure, connect the
0 to 60 PSI gauge to the swivel tee using a
length of hose which will provide proper
clearance from the engine cowling and
propeller arc. Torque connections to the value
specified in Table 1 (REF: Figure 15 through
Figure 18).
WARNING
5. Loosen and remove the metered fuel supply
hose from the manifold valve inlet fitting.
Failure to properly support and stabilize
component fittings can result in fitting and/or
component damage and loss of system pressure.
Reference the latest revision of SIL95-5.
6. Install and torque the second MS51523-B4
swivel tee directly to the fuel manifold valve
inlet fitting.
NOTE: Adjustments to any component of the
fuel injection system can affect other system
settings. Always verify the performance of the
entire fuel injection system whenever any fuel
injection system component is adjusted.
7. Attach the metered fuel supply hose to the
straight end of the tee connector and torque to
the value specified in Table 1.
1. Loosen and remove the unmetered fuel supply
hose from the fuel pump outlet fitting, the fuel
control unit inlet fitting, or the throttle
body/metering unit inlet tee whichever is most
8. Connect the metered pressure test hose from
the Porta Test Unit to this second tee
connector and torque. If using the alternative
procedure, connect the 0 to 30 PSI gauge to the
swivel tee using a hose long enough to provide
proper clearance from the engine cowling and
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propeller arc. Torque all connections to the
value specified in Table 1 (REF: Figure 15 and
Figure 16).
9. On turbocharged engines, connect the PortaTest Manifold Pressure and Upper Deck
Pressure hose to the engine following the
instructions provided with the Porta Test Unit.
If using the alternative procedure, connect the
0 to 30 PSID differential gauge pressure fitting
to the metered pressure swivel tee using a hose
of sufficient length to provide clearance from
the aircraft and propeller arc. Connect an equal
length of hose to the “suction” side of the
gauge and connect the other end to a location
to
reference
turbocharger
compressor
discharge (upper deck) pressure. (REF: Figure
17 and Figure 18). Torque connections to the
value specified in Table 1.
10. Position the throttle control in the FULL
OPEN position and the mixture control to
FULL RICH. Operate the aircraft boost pump
in accordance with the aircraft manufacturer's
instructions. Following the instructions
provided with the Porta Test Unit, bleed all air
from the test unit and hoses. If using the
alternative calibrated test gauges, loosen the
test connections at each gauge to bleed the
lines of any air. Hold the gauge at or slightly
above the height of the fuel system component
during the bleeding operation. Operate the
boost pump only long enough to allow purging
of air from the installed test equipment. Verify
that all fuel lines, hoses and fittings are secured
and torqued and that no fuel leaks exist before
proceeding. Ensure test hoses have been routed
clear of the exhaust system and are supported
their entire length to avoid inaccurate gauge
readings.
12. Refer to Table 3, beginning on page 12, for
specific data applicable to your engine. Record
the applicable IDLE and FULL POWER
adjustment points: RPM, fuel pressure, fuel
flow, manifold pressure and IDLE RPM rise
provided in this document and the Aircraft
Maintenance Manual on the operational check
form included on the last page of this service
bulletin. The Operational Check Form may be
reproduced for use in recording adjustments
and test indications.
NOTE: To ensure optimum cooling during
FULL POWER operations, the FULL POWER
fuel flow should be set to the maximum
specification limit.
WARNING
Ensure the aircraft brakes are set and wheel
chocks are properly placed forward and aft of
the main landing gear tires before engine start.
13. Prepare the aircraft for ground run and start the
engine in accordance with the aircraft
manufacturer's instructions. Advance the
throttle to 1500 to 1800 RPM. While
monitoring all engine gauges, operate the
engine at this power setting until the engine
temperatures and pressures have stabilized in
the operational range.
14. With the mixture control in the FULL RICH
position, reduce the throttle to the specified
IDLE RPM. Record the unmetered pressure
indicated on the gauge. Check the IDLE
fuel/air mixture by slowly moving the mixture
control toward the IDLE CUT-OFF position
and record the IDLE RPM rise. Return the
mixture control to FULL RICH.
Verify all fuel has drained from the induction
system prior to attempting engine start. Failure
to do so could cause Hydraulic Lock and
subsequent engine failure.
15. Monitoring all engine gauges, slowly advance
the throttle control to full rated power for the
engine and allow the engine to stabilize for 15
seconds. Record all engine and test gauge
indications. DO NOT ALLOW ENGINE
TEMPERATURES TO EXCEED 420°F CHT
AND 210°F OIL TEMP. Retard throttle
control for 800 to 1000 RPM.
11. Install the engine cowling or cooling shroud
during ground operation.
NOTE: Test gauge readings must be taken with
the gauges held at the same height above the
WARNING
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ground as the fuel system component it is
attached to.
NOTE: For L/TSIO-360 and TSIO-520 engine
models equipped with a fixed (ground
adjustable) exhaust bypass, verify that the
wastegate is adjusted according to the aircraft
manufacturer's instructions. Failure to do so
can result in an improperly adjusted fuel
system and possible engine damage.
WARNING
Make all adjustments with the engine STOPPED
and the IGNITION and MASTER switches in
the OFF positions.
CAUTION: After FULL POWER operation turbocharged engines must be operated at 800
to 1000 RPM for a minimum of five (5)
minutes to allow engine temperatures to
stabilize prior to engine shutdown.
16. Compare the recorded IDLE fuel pressure,
IDLE RPM rise and full power RPM, manifold
pressure (as applicable), unmetered fuel
pressure, metered fuel pressure and fuel flow
indications with the specified values. If all
recorded values are within specifications,
proceed to step 24.
NOTE: Turbocharged engines equipped with
fuel pressure regulators should indicate a full
power metered pressure and fuel flow five (5)
percent higher than specified. This is required
to ensure adequate part-throttle fuel flow.
17. If any of the recorded readings are not within
specifications, the fuel system must be
completely adjusted. ALL READINGS MUST
BE TAKEN WITH MIXTURE CONTROL IN
THE FULL RICH POSITION. Install the
engine cowling or cooling shroud during all
ground operation.
NOTE: Engine driven fuel pump output
pressures vary with engine RPM. During
ground operation full power RPM may not be
obtained. Use the Compensation Table for
Static Ground Setup in Table 2 to correct the
specified metered pressures if full power RPM
cannot be achieved. On turbocharged engines,
ensure manifold pressure is adjusted according
to the aircraft manufacturer’s instructions.
Engine driven fuel pumps installed on
turbocharged engines are referenced to
turbocharger compressor discharge pressure
(upper deck pressure) to achieve FULL
POWER engine driven fuel pump pressure.
18. To adjust the IDLE RPM unmetered pump
pressure, loosen the jam nut on the low
pressure relief valve. See Figure 5 through
Figure 9 Turning the adjustment clockwise
(CW)
will
increase
pressure
and
counterclockwise (CCW) will decrease
pressure. Operate the engine at 1500-1800
RPM for 15 seconds after each adjustment,
then retard the throttle to the specified IDLE
RPM. Repeat this step until pressure is within
specified limits.
NOTE: Maximum part throttle full rich fuel
flow will be achieved by setting the idle rpm
(low) unmetered fuel pump pressure to the
minimum value specified. With the idle rpm
fuel/air mixture properly adjusted (step 19)
the fuel control metering plate orifices are
indexed to the maximum open position.
19. With engine operating at the specified IDLE
RPM and unmetered fuel pressure, slowly
move the mixture control from the FULL
RICH position toward IDLE CUT-OFF to
check the IDLE fuel/air mixture. A rise of 25
to 50 RPM should be obtained. An IDLE RPM
rise greater than 50 indicates the mixture is too
rich and a rise of less than 25 RPM indicates
the mixture is too lean. Adjust mixture
conditions that are too rich or too lean as
follows:
a) Identify the type of mixture control
assembly that is to be adjusted. See Figure
10, Figure 12, and Figure 13.
b) If the IDLE RPM rise is not within
specifications, advance the throttle control
to 1500 - 1800 RPM for 15 seconds after
each adjustment to clear the engine. Retard
the throttle control to IDLE RPM and
repeat fuel/air mixture check. Make the
necessary
adjustment.
Repeat
this
procedure until the specified IDLE RPM
rise is achieved.
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c) Recheck IDLE RPM unmetered pump
pressure. If pressure is not within limits,
repeat Steps 18, 19, 19a), 19b), and 19c)
before proceeding.
20. On all naturally aspirated engines, adjust the
FULL POWER metered fuel pressure to the
specified value by turning the adjustable
orifice screw clockwise to increase fuel
pressure and counterclockwise to decrease fuel
pressure. See Figure 5 through Figure 7.
21. On turbocharged engines, adjust the full power
metered fuel pressure to the specified value as
follows:
23. When full power metered fuel pressure has
been adjusted to the specified values, recheck:
(a) IDLE RPM, (b) unmetered fuel pressure,
(c) IDLE fuel/air mixture. If any values are not
within specified limits, repeat the adjustment
procedures.
24. With the fuel system set to the specified
metered fuel pressure, set the IDLE RPM to
the aircraft manufacturer’s specified value by
turning the idle speed (RPM) stop screw
(Figure 10 through Figure 13) clockwise to
increase RPM or counterclockwise to decrease
RPM.
D. POST SETUP PROCEDURES
NOTE: On turbocharged engines equipped
with a fuel pressure regulator, the full power
metered fuel pressure and fuel flow must be
adjusted to five (5) percent higher than the
maximum specified limit.
1. Ensure the master switch, ignition switch and
fuel selector are in the OFF positions.
a. Loosen the aneroid adjustment screw jam
nut. See Figure 8 through Figure 9.
b. Turn the aneroid adjustment screw
counterclockwise to increase metered fuel
pressure and clockwise to decrease
metered fuel pressure.
c. After final adjustment is accomplished,
torque jam nut to 25-30 inch pounds. DO
NOT EXCEED JAM NUT TORQUE
LIMITS. Exceeding the jam nut torque
specification will result in damage to the
aneroid housing threads and subsequent
maladjustment.
22. For engines equipped with a fuel pressure
regulator, perform a final adjustment to the full
power metered fuel pressure and fuel flow as
follows: Refer to Figure 14. Reconnect the
regulator and torque connections to the value
specified in Table 1. Loosen the jam nut on the
regulator adjustment set screw. Turn the
regulator adjustment screw clockwise to
increase metered fuel pressure and fuel flow;
turn the set screw counterclockwise to
decrease metered fuel pressure and fuel flow.
After final adjustment is completed, torque the
jam nut to 21-25 inch pounds.
2. Remove the engine cowling or cooling shroud
in accordance with the aircraft manufacturer's
instructions. (a) remove all test gauges, fittings
and hoses that were installed for fuel system
setup, (b) reconnect all fuel hoses and cap
fittings to their original locations, (c) torque all
fittings to the value specified in Table 1.
3. Verify Cap Assembly, Part No. 639494 (REF:
Figure 10) is correctly installed on the inlet tee
fitting on throttle body/metering units. Torque
the cap 135-190 inch pounds according to
TABLE 1. DO NOT install any cap other than
Part No. 639494 on the tee fitting under any
circumstance.
4. Perform a complete fuel system leak check
according to the aircraft manufacturer’s
instructions. If the aircraft manufacturer does
not provide specific instructions, the
instructions below may be used. Correct any
discrepancies noted.
•
•
•
•
•
•
Turn aircraft master switch to ON position
Adjust mixture control to full rich
Adjust throttle control to 1/4 inch open
Activate the aircraft boost pump (ON)
Inspect entire fuel system for fuel leakage
Return mixture and throttle to idle/closed
position
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• Turn aircraft boost pump OFF
• Turn the aircraft master switch OFF
5. Install engine cowling in accordance with the
aircraft manufacturer's instructions.
6. Perform a complete operational ground run-up
and verify that all fuel system performance
specifications are achieved.
E. FLIGHT TEST: All naturally aspirated
engines except those with altitude
compensating fuel pump
1. Refer to the AFM/POH, supplied by the
aircraft manufacturer or Supplemental Type
Certificate (STC) holder, for aircraft operating
instructions.
2. A flight test is required whenever an
adjustment is made that may affect engine
operational characteristics or performance.
3. If FULL POWER RPM was not obtained
during fuel injection system setup and
adjustment, a flight test is required to ensure
the fuel injection system is performing within
specified limits for the engine and aircraft.
4. Repeat the setup and adjustments as required
until the fuel injection system is performing
within the published specification for the
aircraft and engine.
F. FLIGHT TEST: Naturally Aspirated
engines with altitude compensating fuel
pumps (AUTO LEAN)
1. All naturally aspirated engines utilizing an
altitude compensating fuel pump require a
flight test at: (a) initial installation, (b) every
12 months (scheduled to coincide with annual
inspection), (c) each time adjustments are
made due to a fuel system component
replacement, and (d) at any indication of
improper auto-leaning feature operation.
specifications for the IO-360-ES engine with
altitude compensating fuel pump. Table 7 and
Auto Leaning Chart Figure 4 provide fuel flow
vs. pressure altitude specifications for the IO550 Sandcast series engine with altitude
compensating fuel pumps.
3. Ensure the accuracy of aircraft fuel flow gauge
and tachometer has been verified. These
gauges must be accurate or the data recorded
during flight test will not be valid.
4. Locate the correct Table and Auto Leaning
Chart for the aircraft and engine. On the
Operational Test form provided on the last page
of this document, record all pressure altitudes
and corresponding minimum and maximum
fuel flows recorded.
5. Perform a complete preflight inspection, engine
start and ground run-up according to the
aircraft manufacturer’s instructions.
6. Set the aircraft altimeter to 29.92 inches Hg.
7. In accordance with the aircraft manufacturer’s
instructions, conduct a normal take-off.
8. Climb must be accomplished using full throttle,
FULL RICH mixture and maximum rated full
power RPM.
9. Using the aircraft fuel flow gauge and
altimeter, record fuel flows at all pressure
altitudes specified.
10. Compare the recorded fuel flows with the
specified fuel flows for all pressure altitudes. If
fuel flow is within the minimum and maximum
limits at all altitudes, no adjustments are
required.
11. If the fuel flow is not within specified limits at
all pressure altitudes, the fuel injection system
auto leaning schedule requires adjustment.
2. Table 4 and Auto Leaning Chart Figure 1
provide fuel flow vs. pressure altitude
specifications for the IO-360-DB engine with
altitude compensating fuel pump. Table 5 and
Table 6 and Auto Leaning Charts Figure 2 and
Figure 3 provide fuel flow vs. pressure altitude
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possible, twist the loose wire ends together and
bend to form a pigtail. It is not necessary to resafety the aneroid adjustment screw after
adjustment has been completed and the jam nut
has been properly torqued.
G. FUEL PUMP AUTOLEAN SCHEDULE
ADJUSTMENT:
NOTE: On IO-550-D, E, F and L model
engines, do not attempt to adjust the auto
leaning schedule if the aircraft is at a field with
a pressure altitude greater than 3000 feet.
5.
Refer to Section C of this document for required
test equipment setup.
1. If not previously accomplished, adjust the
engine fuel injection system according to
instructions in Section C of this document
using the appropriate table for the engine and
aircraft.
2. Adjustments to the engine-driven fuel pump
aneroid adjustment screw will result in a
change to the auto leaning schedule. One
complete revolution of the aneroid adjustment
screw will increase or decrease the auto leaning
schedule approximately 1000 feet.
3. Refer to Figure 1 through Figure 4. Adjustment
of the aneroid adjustment screw clockwise will
decrease the altitude (move horizontally to the
left on the chart) while counterclockwise
adjustments will increase the altitude (move
horizontally to the right on the chart) at a given
pressure altitude. The adjustable orifice (REF:
Figure 7) will correct fuel pump output
vertically.
4. Adjustments to the aneroid will affect the
FULL POWER unmetered fuel pressure,
metered pressure and fuel flow. It is important
to maintain the balance between these
adjustments in order to achieve the specified
fuel system parameters. Readjustment of the
adjustable orifice (unmetered pressure) may be
necessary.
CAUTION: Exercise caution when adjustments to
the aneroid are accomplished. The aneroid stem
has an extra fine thread; exceeding the jam nut
torque will damage either the aneroid stem or
housing threads. Jam nut torque value is 25-30 inch
pounds
NOTE: It will be necessary to cut and remove
the safety wire and manufacturer’s seal from
the aneroid adjustment screw. Cut the safety
wire as close to the termination point as
By reviewing the data recorded on the
Operational Test Flight form, we can determine
if the auto leaning schedule is above or below
the specified limits at the various pressure
altitudes.
6. As an example, looking at Figure 4 (IO-550-D
engine) at a pressure altitude of 4000 feet the
recorded fuel flow was 138 PPH (Point A). The
fuel flow specified for this pressure altitude is
139 PPH to 151 PPH. The recorded fuel flow of
138 PPH would be correct if we were between
5000 feet and 7000 feet. To achieve the
specified fuel flow versus pressure altitude we
must adjust the aneroid adjustment screw
counterclockwise. Adjustment of the aneroid
adjustment screw two complete revolutions will
adjust the pressure altitude two thousand feet to
the right to 6000 feet (Point B).
7. After
completing
the
aneroid
screw
adjustments, torque the jam nut to 25-30 inch
pounds.
8. Perform a complete ground run-up and verify
unmetered and metered pressures and fuel
flows are within the limits specified in the
appropriate table for the pressure altitude. If
these parameters are not within the limits
specified make adjustments according to
Section C instructions to achieve the specified
values.
9. Once the adjustments are complete, remove the
test equipment in accordance with Section D.
(POST SETUP PROCEDURES).
10. Perform a flight test according to instructions in
Section F (FLIGHT TEST: Naturally Aspirated
engines with altitude compensating fuel pumps
(AUTO LEAN).
NOTE: The adjustable orifice tapered needle
may be damaged if forced against its seat. The
adjustment should move freely. Do not
continue adjustments if rotational resistance
increases suddenly.
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11. Repeat these procedures until the engine’s fuel
injection system meets all published
specifications.
Table 1. Torque Specifications for Hose End and Cap Fittings
BRASS or ALUMINUM END FITTINGS/CAPS
STEEL HOSE END FITTINGS/CAPS
Hose Size
Fitting Material
Torque (inch lbs.)
Hose Size
Fitting Material
Torque (inch lbs.)
#2
Hose end fitting
50 – 80
#2
Steel End Fitting
75 – 120
(.31x24)
Brass/Aluminum
(.31x24)
#3
Hose end fitting
70 – 105
#3
Steel End Fitting
95 – 140
(.38x24)
Brass/Aluminum
(.38x24)
#4
Hose end fitting
100 – 140
#4
Steel End Fitting
135 – 190
(.4375x20)
Brass/Aluminum
(.4375x20)
#5
Hose end fitting
130 – 180
#5
Steel End Fitting
170 – 240
(.500x20)
Brass/Aluminum
(.500x20)
#6
Hose end fitting
150 – 195
#6
Steel End Fitting
215 – 280
(.5625x18)
Brass/Aluminum
(.5625x18)
#8
Hose end fitting
270 – 350
#8
Steel End Fitting
470 – 550
(.750x16)
Brass/Aluminum
(.750x16)
#10
Hose end fitting
360 – 430
#10
Steel End Fitting
620 – 745
(.875x14)
Brass/Aluminum
(.875x14)
#12
Hose end fitting
460 – 550
#12
Steel End Fitting
855 – 1055
(1.063x12)
Brass/Aluminum
(1.063x12)
NOTE: Reference Service Information Letter SIL95-5 for information specific to hose and tubing installation.
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Table 2. Compensation Table for Static Ground Setup
Metered Pressure vs. RPM @ 70°F Fuel Temperature
Static Engine RPM
Correction Factor
Rated RPM
1
-20
.991
-40
.982
-60
.973
-80
.964
-100
.955
-120
.946
Corrected Metered Pressure
(Metered Pressure
x Correction Factor)
NOTE: All values are approximate. Variations may occur due to engine and installation specific influences.
Example: IO-520-BB, Maximum Rated RPM = 2700
Metered Fuel Pressure Limits = 14.9 - 17.2
If maximum static engine RPM = 2640, (-60 RPM) use Correction Factor .973
Metered Fuel Pressure Limits x Correction Factor = Corrected Metered Pressure Limits
14.9 x .973 = 14.5 (Minimum Metered Pressure Limit) @ 2640 RPM
17.2 x .973 = 16.7 (Maximum Metered Pressure Limit) @ 2640 RPM
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III.
Adjustment Specifications
ENGINE
SEE NOTE 1
IO-240-A, B
IO-346-A, B
IO-360-A, AB, C
CB, D,
DB(NOTE 5), G,
GB, H, HB, J, JB
IO-360-ES
NOTES 5 & 6
Table 3. Fuel System Adjustment Values
IDLE AND FULL POWER FUEL PRESSURES AND FLOWS
Prop. RPM & Unmetered
Metered
Fuel lbs/hr
(MAP)
Pump PSI
Nozzle PSI
(NOTE 2)
(NOTE 3)
(NOTE 4)
SEE Maintenance Manual M-6
600
7.0 - 7.5
2700
19.0 - 21.0
600
7.0 - 9.0
24.0 - 27.0
2800
Fuel gal/hr
(NOTE 4)
12.5 - 14.0
15.8 - 18.2
78 - 85
100 - 106
13.3 - 14.5
17.0 - 18.1
600
2800
7.0 - 9.0
23.0 –26.0
14.3 – 16.5
100 - 107
17.0 - 18.1
IO-360-ES
(CIRRUS)
NOTES 5, 6 & 7
Sea Level
IO-360-ES
(CIRRUS)
NOTES 5, 6 & 7
1,500ft. Press Alt
600
2700
7.0 - 9.0
21.0 - 24.0
13.8 – 15.5
96 - 102
16.4 – 17.4
600
2700
7.0 - 9.0
19.0 – 22.0
13.3 – 14.6
94 - 98
16.0 – 16.7
IO-360-K, KB
600
7.0 - 9.0
7.1
21.0 - 24.0
2600
14.3 - 16.3
93.5 - 97.5
15.9 - 16.6
6.5- 7.5
27.2 - 31.2
15.8 - 16.7
119 - 124
20.1 - 21.0
6.5 - 7.5
27.2 - 31.2
15.8 - 16.7
115 - 124
20.1 - 21.0
6.5 - 7.5
34.0 - 37.0
16.7 - 19.3
135 - 145
23.0 - 24.7
6.5 - 7.5
34.0 - 37.0
16.7 - 19.3
135 - 145
23.0 - 24.7
6.25 - 6.75
43.0 - 46.0
15.8 - 18.3
130 - 140
22.1 - 23.8
6.25 - 6.75
40.0 - 43.0
15.8 - 18.3
130 - 140
22.1 - 23.8
6.25 - 6.75
45.0 - 49.0
16.7 - 19.3
135 - 145
23.0 - 24.7
TSIO-360-A, AB
TSIO-360-B, BB
TSIO-360-C, CB
TSIO-360-D, DB
TSIO-360-E, EB,
LTSIO-360-E, EB
TSIO-360-F, FB
TSIO-360-G, GB
600
2800
(32.0)
600
2800
(32.0)
600
2800
(37.0)
600
2800
(36.0)
700
2575
(40.0)
700
2575
(41.0)
700
2700
(40.0)
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ENGINE
SEE NOTE 1
Table 3. Fuel System Adjustment Values
IDLE AND FULL POWER FUEL PRESSURES AND FLOWS
Prop. RPM & Unmetered
Metered
Fuel lbs/hr
(MAP)
Pump PSI
Nozzle PSI
(NOTE 2)
(NOTE 3)
(NOTE 4)
TSIO-360-H, HB
TSIO-360-JB
TSIO-360-KB,
L/TSIO-360-KB
TSIO-360-LB
TSIO-360-MB
L/TSIO-360-RB
TSIO-360-SB
O-470-GCI
IO-470-C, G, P, R
IO-470-D, E, F, H
L, M, N, S, U
IO-470-J, K
IO-470-V
IO-470-VO
GIO-470-A
TSIO-470-B, C, D
IO-520-A, J
IO-520-B, BA, BB
C, CB
600
2800
(34.5)
600
2800
(37.0)
700
2800
(40.0)
700
2700
(40.0)
700
2700
(36.0)
700
2600
(38.0)
700
2600
(39.0)
600
2600
600
2600
600
2625
600
2600
600
2625
600
2625
450
2400
600
2600
(35.0)
600
2700
600
2700
Fuel gal/hr
(NOTE 4)
6.5 - 7.5
29.0 - 33.0
14.9 - 17.3
125 - 135
21.3 - 23.0
6.5 - 7.5
34.5 - 37.5
16.7 - 19.3
134 - 145
22.8 - 24.7
6.5 - 7.5
36.0 - 39.0
17.7 - 21.2
140 - 155
23.8 - 26.4
6.25 - 6.75
34.0 - 38.0
14.7 - 16.7
135 - 145
23.0 - 24.7
6.25 - 6.75
28.0 - 32.0
13.6 - 15.3
125 - 135
21.3 - 23.0
25 Minimum
35.0 - 45.0
NOTE 8
140 - 150
23.3 - 25.5
6.25 - 6.75
31 - 36
15.1 - 17.8
131 - 151
22.3 - 25.7
9.0 - 11.0
23.8 - 25.3
9.0 - 11.0
24.7 - 27.7
9.0 - 11.0
25.0 - 28.0
5.5 - 7.0
24.7 - 27.7
6.5 - 7.5
28.3 - 29.8
6.5 - 7.5
28.8 - 31.0
9.0 - 11.0
26.0 - 28.0
5.5 - 6.0
28.0 - 30.0
14.7 - 16.9
14.8 - 17.3
15.0 - 17.5
14.8 - 17.3
17.8 - 18.8
17.8 - 18.8
15.5 - 16.5
15.0 - 17.0
122 - 129
123 - 130
124 - 131
123 - 130
123.5 - 131
132 - 137.5
145 - 155
145 - 155
20.8 - 22.0
21.0 - 22.1
21.1 - 22.3
21.0 - 22.1
21.0 - 22.3
22.5 - 23.4
24.7 - 26.4
24.7 - 26.4
9.0 - 11.0
29.0 - 32.0
9.0 - 11.0
28.0 - 31.0
15.9 - 18.2
14.9 - 17.2
136 - 146
136 - 146
23.2 - 24.9
23.2 - 24.9
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ENGINE
SEE NOTE 1
IO-520-D, F, K, L
IO-520-E
IO-520-M, MB
IO-520-P
LIO-520-P
TSIO-520-AE,
LTSIO-520-AE
TSIO-520-AF
TSIO-520-B, BB
TSIO-520-BE
TSIO-520-C, H
TSIO-520-CE
TSIO-520-D, DB
TSIO-520-E, EB
TSIO-520-G
TSIO-520-J, JB
TSIO-520-K, KB
TSIO-520-L, LB
Table 3. Fuel System Adjustment Values
IDLE AND FULL POWER FUEL PRESSURES AND FLOWS
Prop. RPM & Unmetered
Metered
Fuel lbs/hr
(MAP)
Pump PSI
Nozzle PSI
(NOTE 2)
(NOTE 3)
(NOTE 4)
600
2850
600
2850
600
2700
600
2500
600
2400
(32.5)
600
2700
(35.5)
600
2700
(32.0)
600
2600
(38.0)
600
2700
(32.5)
600
2700
(37.0)
600
2700
(32.5)
600
2700
(34.5)
600
2700
(35.0)
600
2700
(36.0)
600
2700
(33.0)
600
2700
(38.0)
Fuel gal/hr
(NOTE 4)
9.0 - 11.0
30.0 - 33.0
9.0 - 11.0
29.0 - 32.0
6.0 - 7.0
29.0 - 32.0
6.0 - 7.0
26.2 - 26.9
7.5 - 8.5
34.5 - 38.0
17.0 - 19.4
16.1 - 18.3
16.7 - 19.3
14.3 - 16.2
15.2 - 16.5
143 - 153
143 - 153
136 - 146
130 - 140
160 - 165
24.4 - 26.1
24.4 - 26.1
23.2 - 24.9
22.1 - 23.9
27.3 - 28.1
5.5 - 6.5
35.0 - 39.0
18.4 - 19.9
180 - 186
30.7 - 31.7
5.5 - 7.0
29.0 - 32.0
16.0 - 17.9
165 - 175
28.1 - 29.8
5.5 - 7.0
25.0 - 28.0
12.7 - 14.1
214 - 224
36.5 - 38.2
5.5 - 7.0
29.0 - 32.0
15.3 - 17.2
160 - 170
27.3 - 29.0
5.5 - 6.5
33.0 - 36.0
16.2 - 18.0
215 - 225
36.6 - 38.3
5.5 - 7.0
29.0 - 32.0
13.3 - 15.1
160 - 170
27.3 - 29.0
5.5 - 6.5
31.0 - 34.0
15.6 - 17.7
175 - 185
29.8 - 31.5
5.5 - 6.5
31.0 - 34.0
15.8 - 17.6
181 - 191
30.8 - 32.5
5.5 - 6.5
31.0 - 34.0
16.9 - 18.7
170 - 178
29.0 - 30.3
5.5 - 7.0
29.0 - 32.0
15.1 - 17.4
163 - 175
27.8 - 29.8
25 Minimum
45.0 - 55.0
NOTE 8
180 - 190
30.7 - 32.4
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ENGINE
SEE NOTE 1
TSIO-520-M, R
TSIO-520-N, NB
TSIO-520-P
TSIO-520-T
TSIO-520-UB
TSIO-520-VB
TSIO-520-WB
GTSIO-520-C
GTSIO-520-D, H
GTSIO-520-F, K
NOTE 8
GTSIO-520-L
GTSIO-520-M
GTSIO-520-N
NOTE 8
IO-550-A, B, C
IO-550-D, E, F,L
NOTES 5 & 6
IO-550-G
IO-550-N
Table 3. Fuel System Adjustment Values
IDLE AND FULL POWER FUEL PRESSURES AND FLOWS
Prop. RPM & Unmetered
Metered
Fuel lbs/hr
(MAP)
Pump PSI
Nozzle PSI
(NOTE 2)
(NOTE 3)
(NOTE 4)
600
5.5 - 6.5
2700
33.0 - 37.0
(36.5)
600
5.5 - 6.5
2700
32.0 - 35.0
(38.0)
600
5.5 - 6.5
2700
33.0 - 37.0
(36.5)
600
5.5 - 6.5
2700
33.0 - 37.0
(39.5)
600
5.5 - 6.5
2700
33.0 - 37.0
(36.0)
600
5.6 - 6.5
2700
36.0 - 39.5
(40.5)
600 25 Minimum
2700
45.0 - 55.0
(39.5)
525
4.0 - 7.0
2400
30.0 - 33.0
(34.5)
467
4.0 - 7.0
2267
30.5 - 35.0
(39.5)
600
6.75 - 7.25
2267
38.0 - 41.0
(44.5)
467
4.0 - 7.0
2234
29.5 - 35.0
(39.0)
467
4.0 - 7.0
2234
29.5 - 35.0
(40.0)
467
4.0 - 7.0
2234
29.5 - 35.0
(39.0)
SEE Maintenance Manual M-16
600
8.0 - 10.0
2700
32.0 - 36.0
SEE Maintenance Manual M-16
SEE Maintenance Manual M-16
Fuel gal/hr
(NOTE 4)
16.9 - 19.9
170 - 186
29.0 - 31.7
16.9 - 19.9
170 - 186
28.9 - 31.7
18.4 - 19.9
180 - 186
30.7 - 31.7
16.3 - 18.1
185 - 195
31.5 - 33.2
14.4 - 16.0
195 - 205
33.2 - 34.9
16.9 - 18.7
200 - 210
34.1- 35.8
NOTE 8
190 - 200
32.4 - 34.1
16.5 - 17.5
215 - 225
36.6 - 38.3
15.7 - 17.3
250 - 260
42.6 - 44.3
17.4 - 18.8
300 - 310
51.1 - 52.8
16.4 - 17.9
255 - 265
43.4 - 45.1
16.4 - 17.9
255 - 265
43.4 - 45.1
16.4 - 17.9
255 - 265
43.4 - 45.1
17.2 - 20.0
143 - 155
24.4 - 26.4
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Table 3. Fuel System Adjustment Values
IDLE AND FULL POWER FUEL PRESSURES AND FLOWS
Prop. RPM & Unmetered
Metered
Fuel lbs/hr
(MAP)
Pump PSI
Nozzle PSI
(NOTE 2)
(NOTE 3)
(NOTE 4)
ENGINE
SEE NOTE 1
IO-550-P
IO-550-R
GIO-550-A
TSIO-550-B, C, E,
G, K, N
TSIO-550-G
MOONEY
NOTE 9
TSIOL-550-A
TSIOL-550-B
TSIOL-550-C
6-285 (TIARA)
NOTE 1
NOTE 2
NOTE 3
NOTE 4
NOTE 5
NOTE 6
NOTE 7
NOTE 8
NOTE 9
SEE Maintenance Manual M-16
SEE Maintenance Manual M-16
600 25 Minimum
2267
45 - 55
SEE Maintenance Manual M-18
NOTE 8
Fuel gal/hr
(NOTE 4)
175 - 185
29.8 - 31.5
600
7.0-9.0
2500
20.0-23.0
10.4-11.6
177-180
(33.5)
600
5.5 - 6.5
2600
32.5 - 35.5
17.0 - 19.0
170 - 180
(35.0)
600
6.0 - 8.0
2700
36.0 - 40.0
20.0 - 22.5
175 - 185
(35.0)
600
6.0 - 8.0
2600
37.0 - 40.0
15.0 – 16.5
204 - 216
(39.5)
See latest revision of Continental Motors Service Bulletin M79-4.
30.0-30.7
29.0 - 30.7
29.8 - 31.5
34.8 – 36.8
The setup procedures contained in this bulletin are only for use on engines that have not been modified
from their original configuration as shipped from the factory by Continental Motors. Engines which
have been modified by the installation of aftermarket components such as turbo-normalizing systems,
turbocharging systems, intercoolers, after-coolers, fuel nozzles, etc., whether by STC or field approval,
must use the instructions provided by the STC holder or installer. CMI will not accept responsibility or
liability for any modified engine set up according to the instructions contained in this Service
Information Directive.
FULL POWER unmetered fuel pump pressure limits are provided for reference only. Use metered fuel
pressure specifications for adjustments at full power.
Use for full power, maximum RPM adjustment only. All other parameters for reference only, NOTE 2
applies.
May be determined using a calibrated in-line flow measuring device. Otherwise use metered fuel
pressure specifications. Refer to Aircraft Manufacturer’s Maintenance Manual for method of verifying
accuracy of fuel flow indicator.
Engine equipped with Altitude Compensating fuel pump. NOTE 6 applies.
Flight test required to verify fuel flow vs. pressure altitude values are within the limits specified. See
applicable Table 4 through Table 7 and Figure 1 through Figure 4 for applicable values by engine
model.
This engine installed in Cirrus SR20 aircraft. IO-360-ES (6) B engine has been de-rated by Cirrus from
original 210 HP at 2800 RPM to 200 HP at 2700 RPM. Engine data plate reflects original TC and PC
data of 210 HP at 2800 RPM. Refer to Cirrus SR20 Maintenance Manual and Pilots Operating
Handbook.
Refer to the aircraft manufacturer’s instructions for adjustment procedures
TSIO-550-G installed in Mooney aircraft has been rated to a power level that is less than the approved
Type Certificate Data Sheet. Refer to the Mooney Aircraft maintenance manual for setup instructions
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Table 4. IO-360-DB engine
WIDE OPEN THROTTLE, FULL RICH MIXTURE
210 BHP @ 2800 RPM
Pressure Altitude
Fuel Flow
Fuel Flow
Metered Fuel
(Set Altimeter at
(lbs/hr)
(gals/hr)
Pressure PSID
29.92 in. Hg.)
Min.
Max. Min.
Max. Min.
Max.
Sea Level
102.9
112.9
17.5
19.2
16.0
18.8
1,000
98.4
108.4
16.8
18.5
15.0
17.8
2,000
94.1
104.1
16.0
17.7
14.1
16.8
3,000
90.0
100.0
15.3
17.0
13.3
15.9
4,000
86.1
96.1
14.7
16.4
12.6
15.1
5,000
82.3
92.3
14.0
15.7
11.9
14.4
6,000
78.8
88.8
13.4
15.1
11.3
13.7
8,000
72.2
82.2
12.3
14.0
10.2
12.5
10,000
66.4
76.4
11.3
13.0
9.3
11.5
12,000
61.3
71.3
10.4
12.1
8.6
10.7
14,000
56.9
66.9
9.7
11.4
8.0
10.0
16,000
53.3
63.3
9.1
10.8
7.5
9.5
Gasoline = 5.87 lbs per gallon @ 70° F.
IO-360-DB Installed in T-41 ACFT Refer to Cessna SL81-2 date 28 July 1981 for
amplified instructions.
Figure 1. IO-360-DB34B Altitude Leaning Schedule
ISSUED
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Table 5. IO-360-ES ENGINE ALTITUDE FUEL SCHEDULE
WIDE OPEN THROTTLE, FULL RICH MIXTURE
210 BHP @ 2800 RPM
Pressure Altitude
Fuel Flow
Fuel Flow
(Set Altimeter at
(lbs/hr)
(gals/hr)
29.92 in. Hg.)
Min.
Max. Min.
Max.
Sea Level
100.0
107.0
17.0
18.1
1,000
97.7
103.7
16.6
17.7
2,000
93.7
99.7
16.0
17.0
3,000
90.3
96.3
15.4
16.4
4,000
87.3
93.3
14.9
15.9
5,000
85.0
91.0
14.5
15.5
6,000
83.3
89.3
14.2
15.2
8,000
80.0
86.0
13.6
14.7
10,000
77.3
83.3
13.2
14.2
12,000
74.4
80.4
12.7
13.7
14,000
71.3
77.3
12.1
13.2
16,000
69.3
75.3
11.8
12.8
Gasoline = 5.87 lbs per gallon @ 70° F.
Metered Fuel
Pressure PSID
Min.
Max.
14.3
16.5
13.9
15.8
13.1
14.9
12.3
14.1
11.7
13.6
11.5
13.2
11.1
12.8
10.6
12.2
10.1
11.8
9.6
11.2
9.2
10.7
8.9
10.3
Figure 2. IO-360-ES Altitude Leaning Schedule
2800 RPM with Full Rich Mixture -Wide Open Throttle
ISSUED
REVISED
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SID97-3
P.O. Box 90 Mobile Alabama • 251-436-8299
F
Table 6. IO-360-ES ENGINE ALTITUDE FUEL SCHEDULE
WIDE OPEN THROTTLE, FULL RICH MIXTURE
200 BHP @ 2700 RPM
SEE NOTE 7
Pressure Altitude
Fuel Flow
Fuel Flow
Metered Fuel
(Set Altimeter at
(lbs/hr)
(gals/hr)
Pressure PSID
29.92 in. Hg.)
Min.
Max. Min.
Max. Min.
Max.
Sea Level
96.0
102.0
16.4
17.4
13.8
15.5
1,000
93.7
99.7
16.0
17.0
13.3
15.0
2,000
89.7
95.7
15.3
16.3
12.5
14.2
3,000
86.3
92.3
14.7
15.7
11.9
13.5
4,000
83.3
89.3
14.2
15.2
11.4
13.0
5,000
81.0
87.0
13.8
14.8
11.0
12.5
6,000
79.3
85.3
13.5
14.5
10.7
12.2
8,000
76.0
82.0
12.9
14.0
10.2
11.7
10,000
73.3
79.3
12.5
13.5
9.7
11.2
12,000
70.4
76.4
12.0
13.0
9.3
10.7
14,000
67.3
73.3
11.5
12.5
8.8
10.2
16,000
65.3
71.3
11.1
12.1
8.6
9.9
Gasoline = 5.87 lbs. per gallon @ 70° F.
Figure 3. IO-360ES-6B Altitude Leaning Schedule
2700 RPM with Full Rich Mixture -Wide Open Throttle
ISSUED
REVISED
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SID97-3
P.O. Box 90 Mobile Alabama • 251-436-8299
F
Table 7. IO-550-D, E, F & L ENGINE
ALTITUDE FUEL SCHEDULE
FULL OPEN THROTTLE, FULL RICH MIXTURE
300 BHP @ 2700 RPM
Pressure Altitude
(Set Altimeter at
29.92 in. Hg.)
Fuel Flow
(gals/hr)
Fuel Flow
(lbs/hr)
Min.
Max. Min.
Sea Level
143
155
24.4
1000
142.5
154.5
24.3
2,000
142
154
24.2
3000
141
153
24.0
4,000
139
151
23.7
5000
136
148
23.2
6,000
133
145
22.6
8,000
124
136
21.1
10,000
114
126
19.4
12,000
107
119
18.2
14,000
102
114
17.4
Gasoline = 5.87 lbs per gallon @ 70° F.
Metered Fuel
Pressure PSID
Max. Min.
Max.
26.4
17.2
20.0
26.3
17.1
19.9
26.2
17.0
19.8
26.1
16.9
19.6
25.7
16.5
19.2
25.2
16.0
18.7
24.7
15.5
18.2
23.2
14.0
16.6
21.5
12.5
15.0
20.3
11.5
13.9
19.4
10.8
13.1
POINT B
POINT A
Figure 4. IO-550-D, E, F & L Altitude Leaning Schedule
Full Rich 2700 RPM
ISSUED
REVISED
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YYYY/MM/DD
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P.O. Box 90 Mobile Alabama • 251-436-8299
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Figure 5. Fuel Pump-Naturally Aspirated Engine
Figure 6. Fuel Pump with Mixture Control – Naturally Aspirated Engine
ISSUED
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P.O. Box 90 Mobile Alabama • 251-436-8299
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Figure 7. Altitude Compensating Fuel Pump – Naturally Aspirated Engine
Figure 8. Aneroid Equipped Fuel Pump – Turbocharged Engine
ISSUED
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P.O. Box 90 Mobile Alabama • 251-436-8299
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Figure 9. Aneroid and Mixture Control Equipped Fuel Pump – Turbocharged Engine
Figure 10. Throttle and Metering Assembly
ISSUED
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SID97-3
P.O. Box 90 Mobile Alabama • 251-436-8299
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Figure 11. Throttle and Control Assembly
Front View (except GTSIO520-D, F, H, K, L, M & N
Figure 12. Throttle and Control Assembly
Side View (except GTSIO520-D, F, H, K, L, M & N
ISSUED
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SID97-3
P.O. Box 90 Mobile Alabama • 251-436-8299
F
Figure 13. Throttle and Control Assembly
Side View (All GTSIO-520 except GTSIO-520 -C, F & K
Figure 14. Fuel Pressure Regulator - Turbocharged Engine
ISSUED
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SID97-3
P.O. Box 90 Mobile Alabama • 251-436-8299
F
Figure 15.Typical Naturally Aspirated Fuel System Schematic
(with Fuel Control Unit)
Figure 16. Typical Naturally Aspirated Engine Fuel System Schematic
(Fuel Pump w/Integral Mixture Control)
ISSUED
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SID97-3
P.O. Box 90 Mobile Alabama • 251-436-8299
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Figure 17. Typical Turbo-Charged Fuel System Schematic
(with Fuel Control Unit and Fuel Regulator)
Figure 18. Typical Turbo-Charged Engine Fuel System Schematic
(Fuel Pump w/Integral Mixture Control)
ISSUED
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P.O. Box 90 Mobile Alabama • 251-436-8299
F
Location:
Elevation:
OAT:
Aircraft Registration #:
Date:
Aircraft Make & Model:
Right
Engine Position:
Left
Engine Model:
Actual
Actual
Spec
Actual
Fuel Flow
Spec
Spec
Actual
Fuel Flow
F
EGT
o
Spec
EGT
F
TIT
o
F
Actual
o
Spec
TIT
3
CHT
Spec
4
F
Actual
o
Cylinder Head Temp. 2
F
Actual
o
Flight Test Data - Record gauge indications
Actual
Metered
Fuel Pressure
Actual
Unmetered
Spec
Pressure Altitude - (Set
altimeter to 29.92” Hg)
1
5
Spec
6
Spec
F
F
Rear
Field “Hg:
Oil
o
o
Actual
Oil Temp.
PSI
Front
Actual
Oil PSI
F
Fuel System Adjustment - Record engine specifications and actual gauge indications.
Engine Total Time - New - Overhaul
Spec
M.A.P.
Spec
M.A.P.
Engine Serial Number:
Actual
R.P.M.
Spec
Actual
R.P.M.
Spec
Remarks: (Idle fuel/air mixture RPM rise, magneto drop, etc.)
Signature:
o
Adjustment
CCW
# of turns
CW
I.A.S.
knots